Road marker



July 25, 1950 F. E. BALLEw 2,515,173

ROAD MARKER Filed April 22, 194e s sheets-snm 1 IN VEN TOR. FPA/w: E. En E w MMM F. E. BA LLEW July 25, 1950 ROAD MARKER V:s sheets-sheet 2 Filed April 22, 1946 INVEN TOR. fen/wa ufw A TTOP/VE YS F. E. BA LLEW July 25, 195o ROAD MARKER 3 Sheets-Sheet 3 Filed April 22, 1946 INVENTOR.

Few/wr BAA/ 144 Patented July 25, y 1950 UNITEDV sTATEs" Partnr OFFICE Frank E. Ballew, Woodland, Mich.A Application April 22, 1946, Serial No. 663,843

This invention relates to road marking Aequipment and refers more particularly lto' apparatus forl applyingv stripes or colored lines on the road surface. i

The method directing vehicle traic on.highways by the use of colored lines or stripes on the surfaces of highways to divide the latter into separate lanes has been more or less universally adopted and contributesV materially'to reducing accidents. One method of striping highway surfaces which has proved especially effective and is the most economical from a material point of view is to separate oppositely moving lanes of 1o claims. (01. sil- 12) trafc by applying a broken line on the road suraf;

face.

Although the above procedure is highly effective and is specified in many localities, nevertheless, it introduces the problem of uniform-1y applying the line so that the length of the spaces bear some relationship to the length of the painted portions of the line. It is one of the objects of this invention to overcome the above problem by periodically operating the coating applying means in timed relation to the rate of travel of the 111iequipment along the road surface.

Another object of this invention is to provide timing apparatus operatively connectingY I a ground engaging wheel of the equipment to the coating applying means for starting and stopping operation of the coating applying means at predetermined intervals.

A further object of this invention is to provide means for adjusting the timing mechanism to vary the lengths of the painted and blank portions of the broken line.

Still another object of this invention is to provide means for adjusting the timing mechanism to Vary the relative lengths of the painted and blank portions of the broken line. ment in combination with the one set forth in the preceding paragraph renders it possible to apply practically any specied type of broken line on the surface of the highway.

This adjust- A still further feature of` this invention is to provide the timing mechanism with additional adjusting means which enables starting the painting cycle at any preselected location on the road surface. This feature is especially important in instances where it is desired to retrace kpre- 5 viously applied broken lines on the road surface.

The foregoing as well as other objects willbe made more apparent as this description proceeds, especially when considered in connection with the accompanying drawings, wherein:

Figure 1 is a sideelevational view of road marking equipment embodying timing mechanism constructedin,I accordance with this invention; f

' v`Figure 2 is a sectional view taken substantially on the plane indicated by the line 2--2 of Fg- 'Ille1; i f `Figures 3 and 4 arerespectivelysectional views taken on the lines 3-3 and--A- ofFigur-e V2;

Figures 5 and- 6 arei-sectional'views taken vrespectively on the lines 5--5 and I-- of Figure 3; Figure 7 is a sectional view taken on the line 'I-'I of Figure 4;and l l Figure 8 is a: sectional view taken onthe line 8--8 ofFigure 3. f f

As will be noted yfrom-the-apprended claims, the present invention concerns itself withv the timingmechanism used in -conjunction'with road marking equipmentv for applying-'a broken line on a road surface.y The timing mechanism may be satisfactorily employed with road marking equipment of various differenty designsyand the particular equipment selected for the-purpose of illustrating this invention forms no part of the present invention. Thereforethis road marking equipment is neither-shown nor described in detail herein.

It will suice to point out that theequipment functions to apply-a coating on a'road surface in the form of a colored binder or paint and a light reflecting material, `such vfor example, as sand, pumice or glass-beads. The-paint or-binder may be applied in accordance with orthodox practice by useof fluid pressure operated-spray .guns (not shown), and the-reflecting material. maybe applied by the equipment shown generally in Figure 1 of the drawings.

rBrieiiy, 'the above ymentioned equipment -cornprises a carriage Iilhavingafframe I I and having an axle I2 extending. transverselyof the -frame beneath the latter. A ground engaging wheel I3 is supported on each endof .the axle I2 and one of the wheels is secured,-.to.the.ax1e so that the latter rotates vas a unit withthe wheel.

A hopper IIIk containing .a supply of reflecting material issuitably supported on the frame, and the reflecting material is conveyed by gravity-to a conveyor in rtheiorm of' a screw I5.having the delivery end communicating with a distributing device I6 and-having a shaft I'I at the opposite end .for supporting a clutch It. VThe clutch is splined on the shaft I1 and 4-is engageable withv a rotatable driving member I9`-freely supported on the shaft Il beyond, the clutch.VV` Thedriving member I9 -isvoperatively connectedtothe yaxle I2 of the carriage for rotation by the latter. The

clutch I8 is selectively operated by a fluid pressure device 20, and the latter is connected to a source of pneumatic pressure 2i through a control valve 22.

The above arrangement is such that when the valve 22 is opened, fluid under pressure is supplied to the device 20 through a conduit 23 and the clutch |8 is operated by the device 20 to connect the conveyor l to the driving member i9. As a result the reflecting material in the hopper I9 is conveyed to the distributing device IE, and the latter applies this material to the freshly painted lane which has previously been applied by suitable spray gun equipment (not shown herein). The spray gun equipment is connected to a delivery conduit 24, and the latter is also connected to the source of pneumatic'pressure 2| through the valve 22. As a; consequence, the valve 22 controls the application of the paint, and the reflecting material on the road'surface.

The valve 22 comprises a casing 25 and a piston 25 slidably supported in a chamber 21 formed in the casing2-5. The upper end of the chamber is closed by a cap 28 having a passage 29 thereA through connected to the air supply line 2| through a moisture trap 3|). The valve casing 25 is formed with a discharge port 3| and the latter communicates with the conduits 23 and 24 through a fitting 32.

The valve piston 26 is formed with diametrically opposed flats 33 to enable fluid under pressure to flow from the passage 29 past the valvel piston to the discharge port 3|. It will also be noted that the upper end' of" the valve piston is formed with an annular seat 34 adapted to engage the can 28 around the passage 29 to close communication between the 'air supply line 2| and the discharge port 3|. The lower end of the valve piston also is formed with an annular valve seat 35 adapted to engage the bottom wall 38 of the valve chamber around a central opening 31 formed in the bottom wall. The opening 31 is of suilicient size to freely receive the upper end of an operating plunger 38. A tension spring 39 acts on the operating plunger and tends to move the valve piston 26 to its uppermost position wherein communication between the air line 2| and the discharge port 3| is closed.

The force of the spring 39 tending to move the valve piston 29 to its closed position and the pressure of the air acting on the upper end of the piston 26 tending to move the latter to its open position are regulated, so that the air oressure exceeds the spring bias by a Sufcient amount to normally maintain the valve piston in its open position. In other words. in the normal position of the valve, the air under'pressure in the line 2| is connected to both the distributing lines 23 and 24 to respectivelv operate the distributing means for the reflecting material and the paint applying device.

In many instances, it is desirable to applv a broken line on the road surface, and this is accomplished by periodically opening and closing the valve 22. In the present instance. the valve 22 is automatically operated in responseV to rotation of the ground engaging wheels over the road surface. and timing mechanism 4I! is uro'- vided to operatively connect' the valve plunger 3B to the live axle I2 of the carriage |U.

The timing mechanism 40 comprisesl a casing 4! suitablv supported on the frame Il and having a removable cover 42. A drive shaft 43 extends horizontally through opposite side walls of the casing, and is journalled in bearings 44. A

sprocket 45 is secured to the inner end of the drive shaft 43 and is connected to a sprocket 46 by a chain 41. The sprocket 4B is secured to the axle l2 and since the axle |2 is rotated by the ground engaging wheels, it follows that the drive shaft 43 is also rotated by the ground engaging Wheels. A pulley 48 is mounted on the shaft 43 within the casing 4| and comprises two sections 49 and 50 having opposed conical surfaces. The section 49 is formed with a hub 5| spaced from the adjacent end of the bearing 44 by a thrust bearing 52, and is secured to the drive shaft 43 by a set screw 53. The section 50 of the pulley 43 has a hub 54 iournalled on a bushing 55, and

the latter is freely supported on the drive shaft 43. The pulley section 5D is operatively connected to the pulley section 49 for rotation as a unit with the latter by a plurality of pins spaced from each other circumferentially of the shaft 43. The inner ends of the pins are secured to the pulley section 49, and the outer end portions of the pins extend freely through openings formed in thepulley section 50. Thus the pulley section 5l] is rotated as a unit with the pulleysection 49, but is slidable axially relative to the latter.

A coil spring 51 is supported on the shaft 43 between the pulley sectionsY and tends to urge the pulley section 59 axially outwardly into engagement with a nut 58 having a right hand internal thread adapted to threadably engage a bushing 59. The bushing 59 is supported on the bearing 44 and is provided with a threaded head portion 6D which extends through an opening in the outer wall of the casing; A lock nut 9| is threaded on the head 60 and serves to secure the bushing 59 to the casing. A thrust bearing 62 is sli'dably supported on the drive shaft 43 between the outer end of the hub 54 and thevinner end of the bushing- 59. The above arrangement is such that rotation of the nut 58 relative to the threaded bushing 59 in one direction movesthe pulley section 50 axially toward the pulley section 49 and movement of thenut 58 in the opposite direction enables the spring 51' to move the pulley section 5D in a direction away from the pulley section 49.

A driven shaft 63 is journalled in the casing with its axis extending parallel to the axis of the drive shaft 43 and a pulley 64 is mounted on the driven shaft directly opposite the pulley 49. The pulley 64 is identical to the pulley 48 in that it is formed of two sections 65 and 96 having opposed conical surfaces. The section B5 is secured to the driven shaft 63 by a set screw 91, and the hub portion 68 of the section 66 is journalled on a bushing 69, similar to the bushing 55. A plurality of pins 10 are secured to the pulley section l65 in spaced relation to each other circumferentially of the axis of the pulley, and extend inwardly through openings formed in the pulley section 65. Thus the pulley section 65 is rotated as a unit with the pulley section and is also movable axially relative to the pulley section 65.

A nut 1| vhaving an internal left hand thread is threadably supported on a bushing 12, and the latter is supported on a bearing 13 for the outer end of the driven shaft. The outer end of the bushing 12 is formed with an enlarged thread head 14, and a lock nut 15 i's provided for securing the bushing to the casing. A thrust bearing 16 is slidably supported on the driven shaft 53 between the outer end of the hub 68 and the inner end of the bushing 12. A coil spring 'i1 is provided on the driven shaft G3 between the pulley sections and normally urges the pulley section 66 axially outwardly into bearing engagement with the thrust bearing 18. r

A V-belt 18 is reeved aroun'g the pulleys 48 and 64 for driving the driven shaft 83 from the drive shaft 43. The speed at which the driven shaft 03 is rotated from the drive shaft 43 may be varied by increasing and decreasing the effective diameters of the pulleys 48 and 84. In the present instance the diameter of one pulley is increased while the diameter of the other pulley is decreased by providing means for simultaneously rotating the nuts 58 and 1|. As shown particularly in Figure 4 of the drawings, it will be noted that a pair of collars 19 and 88 are respectively clamped to the nuts 58 and 1|.l The collars are fashioned with upwardly extending projections 8l, and these projections are connected together by an adjustable link 82. Thus rocking movementv of one collar eiects a corresponding rocking movement of the other collar and adjusting means 83 is provided for this purpose. The adjusting means 83 comprises a rod 84 having the inner end pivotally connected to the extension 8l on the collar 19 and having the outer end projecting through an opening 85 in one end wall of the casing. The outer end of the rod 84 is threaded and an adjusting nut 88 threadably engages'the rod beyond the adjacent end wall of the casing. The adjusting nut 88 is normally maintained in bearing engagement with the adjacent end wall of the casing by a co-il spring 81 surrounding the rod with the inner end engaging an abutment 88 and with the outer end engaging the inner surface of the adjacent wall of the casing. The above arrangement is such that rotation 'of the nut 86 in opposite directions effects a simultane-v ous rocking movement of the collars 19 and '80 in the same directions. inasmuch as the collars 19 and 88 are respectively secured to the nuts 58 and 1l, and since the latter are provided with variable speed transmission mechanism above de-` scribed is generally designated as the "Reevesy drive.

The driven shaft c3 operates the valve zz and' for accomplishing this result, a cam 98 is secured to the driven shaft 83 at the inner side of the pulley 64. As shown particularlyin Figure `3 of the drawings the cam 98 has an eccentric circular peripheral surface and the action of the cam 98 is transmitted to the valve plunger 38 by a lam-v inated spring third class lever 9| engageable with the periphery of the cam intermediate the ends thereof. One end of the spring lever 9i is anchored to an abutment 92 and the other end of the spring extends between a support 93 and the lower end of the valve operating plunger 38. The valve is secured tothe cover 42 of the casing 4I by a bracket 94 and the valve plunger extends through an opening formed in the cover to a position in operative relation to the spring lever 9 l.

In Figure 3 of the drawing, the valve 22 is in its open position and air under pressure is admitted through the valve to the distributingcon; duits 23 and 24.l However, continued rotation of the cam 90 in the direction of the arrow in Figure 3 moves the plunger 38 in an upward direction through the spring lever 9| and closes the valve 22. The design of the cam 98 is such that the valve 22 is held in its closed position for approximately 180 of rotation of the cam, where- 6 1 upon continued rotation of the cam tl'irougho'ut the remaining 180 of rotation permits opening of the valve 22 by the pressure in the supply line 2|.1l

Thus, the length of the valve-opening and closing cycle depends upon the speed or rotation of the driven shaft 63 by the drive shaft 43. As. stated above, this cycle may be varied by manip-` ulating the adjusting nut 86 to change the ratio` portions ofthe line and this may be accomplishedv by varying the elevation of the abutment 92. Re-` ferring again to Figure 3 of the drawings, it will be noted that the abutment 92 is secured to the lower end of a vertical rod 95 having the upper end portion extending ythrough an opening 96 in the cover 42 of the casing. A bushing 91 is threaded in the opening 95 and is axially boredl to receive the rod 95. 'Ihe upper end of the rod is threaded and a nut 98 is threadably mounted thereon. The nut 98 is normally urged into engagement 'with the upper end of the bushing 91 by a coil spring 99 surrounding the rod 95. The

lower end of the spring 99 is seated on the abut-` ment.92 and the upper end of the spring 99 engages the bushing 91. By adjusting the nut 98,v the elevation of the spring lever 9| relative tov the cam is varied, and the interval of engagement of the cam with the spring is likewise varied..y

As a result the period during which the valve 22 remains open may be varied in relation to the period during which the valve remains closed,

so that the painted portions of the broken lines.- may be altered in length to suit specified conditions.

It is also desirable under certain conditions to enable starting the painted portion of the line at a preselected Zone on the road surface. This isy particularly true when previously painted broken lines are retraced. The above setting may be accomplished without interfering with vthe ground engaging wheels of the carriage l0 by releasing the tension on the belt 18 and rotating the driven shaft 83. In detail, it will be noted that the belt is normally tensioned by a device lill comprising a U-shapedmember |02 havingthe base portion hinged to one end of the casing by a bracket |03 and having the leg portions |04 extending inwardly from the wall aforesaid of the casing above the belt 18. A roller |05 is jour-` nalled yon the free ends of the leg portions |94 and has a bearing engagement with the top surface 'of the belt at a point between the pulleys 48 and 84. The roller |05 is normally urged into frictional contact with the belt 18 by a vertical plunger |06 having a head portion at the lower end engaging a cross rod |01 extending between the free end portions of the legs |94 and having a shank |88 extending upwardly through an opening in the cover 42 of the casing. A hand knob |09 is secured to the upper end of the shank and a'spring H0 normally urges the plunger' downwardly into engagement with the cross rod What I-'claimfas my invention'is:

V1. Road marking equipment 'comprising'avef hicle having av ground engaging wheel, lfluid pressure operatedcoating applying mechanism having a source of fluid under pressure, a valve controlling the flow of huid under pressure to the coating applying'mechanism, a rotatable 3amv for periodically opening and closing the valve, and variable ratio driving means connecting said cam to the ground engaging wheel.

`lr2.V Road marking equipment comprising a vehicle having a ground engaging" wheel, fluid' pressure operated coating applying mechanism having a source of 'iluid under pressure', a valve controlling `the Anow of fluid under pressure vto the coating applying mechanism, `a rotatable cam for periodically opening and closing the valve', variable vratio driving means operativelyconnecting the' cam to the ground engaging wheel, and means for disconnecting said cam from said vdrivingV means, and means for adjusting the angular position of the disconnected cam' relative tothe valve independently of said driving means.

3, Road marking `equipment comprising avehicle having a ground engaging Wheel, fluid pressure operated coating applying mechanism having a source of fluid under pressure, a valve controllingl the iiow of uuid under pressure to the coating applying mechanism, a cam rotatable in response to rotation of the ground engaging wheel over the road surface, means actuated by said cam for periodically opening and closing the valve, and adjustable means for varying the ing-'Wheel for rotation by the latter and having means for periodically opening and closing the Valve, adjustable means for varying the speed4 of' rotation of 'the cam yby the ground-engaging Wheel, and adjustable means between the cam andv valve' for varying the open and closed peri'- ods of thevalve. o

` 5. Road marking equipment vcomprising a vehicle having a ground engaging wheel, fluid pressure operated coating applying mechanism having a source of iluid under pressure, a valvecontrolling the now of iluid` under pressure 'to the coating applying mechanism, a rotatable cam operatively connected tothe ground engaging wheel for rotation by the latter andY having means for periodically opening and closing the valve, adjustable means' for varying the speed of rotation of the cam by the ground'engaging wheel, adjustable means for varying the open and closed periods of the valve, and means for adjusting the angular position of the cam relative toY the valve independently of the ground engaging wheel,

6. Road marking equipment comprising a vehicle having a ground engaging wheei, uuid pressure operated coating applying mechanism having a source of fluid under pressure, a valve acre-,111s 1 means controlling the iiow of uuid biased to open. a rotatable cam driven by said ground engaging wheel for periodically closing said valve, a lever intermediate said cam and valve means, and means for moving the fulcrum of said lever towards or from said cam to vary the ratio between the opened and closed periods of said valve.

7. Road marking equipment comprising a vehicle having a ground engaging wheel, fluid pressure operated coating applying mechanism having a source of fluid under pressure, a valve means controlling the flow of fluid biased to open, a rotatable cam driven by said ground engaging wheel for periodically closing said valve, a resilient lever intermediate said cam and valve means, and means for adjusting the fulcrum of said lever towards or from said cam to vary the ratio of the opened and closed periods of said valve.

8. Road marking equipment comprising a vehicle having a ground engaging wheel, fluid pressure operated coating applying mechanism having a source of fluid under pressure, a valve controlling the flow of iluid under pressure to the coating applying mechanism, a rotatable cam for periodically opening and closing said valve, and a variable speed transmission of the Reeves type intermediate said ground engaging Wheel and said cam.

9. Road marking equipment comprising a vehicle having a ground engaging wheel, iluid pressure operated coating applying mechanism having a source of iluid under pressure, a valve controlling the ow of fluid under pressure to the coating applying mechanism, a rotatable cam for periodically opening and closing said valve, a variable speed transmission oi the Reeves type including a belt and belt tightener intermediate said ground engaging wheel and said cam, and means for adjusting said belt tightener to free said cam and permit independent rotative ladjustment thereof to alter the angular position of the same relative to. said valve.

l0. Road marking equipment comprising a vehicle having a ground engaging wheel, uid pres sure operated coating applying mechanism having a source of iluid under pressure, a valve control-ling the flow of fluid under pressure to the coating applying mechanism said valve being biased to open a rotatable eccentric circular cam for periodically closing said valve, a resilient lever intermediate said cam and valve, means for adjusting the fulcrum of said lever towards or from said cam to change the ratio between the opened and closed periods of said valve, a variable ratio drive means connecting said cam to the ground engaging wheel, and means for freeing said cam from said driving means to permit angular adjustment thereof relative to said valve.

FRANK E. BALLEW.

REFERENCES CITED The following references are of record in the ile of this patent:

UNITED STATES PATENTS Number Name Date 2,301,848 Beaman Nov. 10, 1942 2,345,653 Blumberg Apr. 4, 1944 2,357,930 Clark Sept. 12, 1944 2,396,981 Blumberg Mar. 19, 1946 

